Internal combustion engine



July 14, 1936. R. K. LEE

INTERNAL- COMBUSTION ENGINE 4 Sheets-Sheet 1 Filed Feb. 16, 1955 INVENTOR "11 ROGER n. LEE.

K A TORNEY July 14, 1936. R. K. LEE 2,047,419"

INTERNAL COMBUSTION ENGINE Filed Feb. 16, 1953 4 Sheets-Sheet 2 r II 0 6,

INVENTOVR ROGER LEE. BY 7% AT ORNEY July 14, 1936. R. K. LEE

INTERNAL COMBUSTION ENGINE Filed Feb. 16, 1933 4 Sheets-Sheet 3 O m w L H a w N mi W VR Q N i fl p} a: Mk v a 6 6 B A m a w 5 ;W N w LN a E r M Q a J A 0 1 l 5 6 z w ,v/H/ 5 MW 6 r/ 5 FF 4 1/ 5 M 6 J 6 i a V4 7 5, W 6 w "M 2 .r w M v M 5 l a w July 14, 1936. R LEE 2,047,419

INTERNAL COMBUSTION ENGINE Filed Feb. l6, 1933 4 Sheets-Sheet 4 INVENTOR ROGER lf. LEE.

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A ORNEY Patented July 14, 1936 INTERNAL COMBUSTION ENGINE Roger K. Lee, Highland Park, Mich., assignor to Chrysler Corporation, Detroit, Mich., a corpo-' ration of Delaware Application February 16, 1933, Serial No. 657,146

21 Claims.

This invention relates to internal combustion engines and more especially to new and useful improvements designed to increase the speed and efliciency of an internal combustion engine,

5 As the art of internal combustion engines has developed there has been an increased demand for small and lighter weight power plants capable of producing definite amounts of power. The gasoline engine is the lightest known form of prime mover. In general, engines become lighter as the numbers of cylinders and the crank shaft speeds are increased. However, it becomes impractical to provide large numbers of cylinders for engines designed for certain types of duty.

[ As engine speeds are increased, various considerations in the design of the engine become important. Among the more important of these considerations are: the weight, balance and inertia of movable parts and composite units; the fric- 20 tion between relatively movable parts; and the admission and discharge of gaseous mixtures to and from the engine cylinders.

The principal object of this invention is to increase the efficiency of internal combustion en- 25 gines.

Another object is to increase the operating speed of an internal combustion engine.

" Another object is to reduce the weight of movable parts of an internal combustion engine.

30 Another object resides in the lightening of those parts of an engine which are normally diflicult to balance.

Another object is to reduce the friction between relatively movable parts of an internal 35 combustion engine.

Another object is to reduce the resistance offered to engine operation due to inertia of valves and operating means therefor.

Another object is to provide alight weight valve 40 operating means for positively opening and closing valves.

Another object is to provide an arrangement of valve operating mechanisms wherein one valve operating means forms a bearing for another 45 valve operating means.

Another object is to provide an improved type of piston for internal combustion engines.

Another object is to provide an improved piston, wrist pin and connecting rod assembly. 50 Another object is to provide an improved cylinder construction.

Another object is to provide an improved crank shaft construction.

Another object is to provide an improved bal- 55 ancing arrangement for the engine crank shaft.

Another object is to provide a novel counterweighting arrangement for balancing the crank shaft.

Another object is to provide in an engine crank shaft, 2. novel bearing arrangement for a crank 5 spindle.

Another object is to provide for the distribution of thrust substantially equally to the bearings of a crank spindle irrespective of centrifugal forces exerted by such spindle.

Another object is to provide an operative connection between a crank shaft and a valve cam shaft which permits axial and radial movements of either shaft without transmitting axial or radial thrusts to the bearings of the other shaft.

Another object is to provide an improved arrangement of cam operating gearing.

A further object is to provide a compact, light weight, radial-cylinder type of engine which is readily assembled and disassembled and has a singularly low ratio of weight per horse power.

Other objects and advantages will become apparent from the following description and appended claims.

For the purpose of illustrating the genus of the invention, typical concrete embodiments are shown in the accompanying drawings in which:

Fig. 1 is a central vertical section of an internal combustion engine constructed in accordance with the present invention, the section being taken along the axis of the engine crank shaft as indicated by line |--l of Fig. 7;

Figs. 2, 3, 4, 5 and 6 are fragmentary sections v taken on the lines 2-2 of Fig. 1; 3-3 of Fig. 1; 44 of Fig. 3; 55 of Fig. 1; and, 66 of Fig. 7, respectively;

Fig. 7 is a. section, on a. reduced scale, taken on the line 'l'I of Fig. 1;

Fig. 8 is a section on line 8-8 of Fig. 7;

Fig. 9 is a central vertical section, on an enlarged scale, of a modified form of valve which may be employed in connection with the construction shown in Figs. 1 and 7 Fig. 10 is a section taken on line ill-l0 of Fig. 1;

Fig. 11 is a diagrammatic representation of forces exerted by parts of the engine crank shaft shown in Fig. 1;

Fig. 12 is a section showing a modified form of valve and operating mechanism therefor, the section being taken on line l2--l2 of Fig. 13; and

Fig. 13 is a fragmentary side elevation of parts illustrated in Fig. 12.

Referring to the drawings and more particularly to Figs. 1 and 7, an internal combustion engine of the three cylinder Y-typeis illustrated, the engine including a fixed crank case 20 and radially disposed cylinders 2| secured in equiangular relation on'said crank case. Each of these cylinders comprises an inner sleeve 22 and an outer sleeve 23 maintained in concentric and spaced relation by a base member 24 and top member 25 which are bonded to the sleeve member. This bonding may be efiected by providing a thin coating of metal of low melting point and one which, with the metal constituting the sleeve and the base and top members, forms a hard and strong alloy, assembling these members and heating in an inert or non-oxidizing atmosphere until the sleeve, base and top members, upon cooling, become securely bonded in the assembled relation indicated in the drawings. The base members 24 may be provided with flanges 26 by which the cylinders may be secured to the crank case by means of bolts 21.. The spaced concentric sleeves 22 and 23 provide water jacket spaces 30 along the cylinder walls which communicate through parts 3| with water jacket spaces 32 provided in the top members 25. The upper surfaces of the top members 25 are square relative to the cylinder in a longitudinal direction as viewed in Fig. 1 but slightly inclined relative to the cylinders in a transverse direction, as indicated in Fig. 7. Each cylinder is provided with a cylinder head 34 in which are formed water jacket spaces 35 communicating with the spaces 32 in the top members 25. Referring also to Fig. 8, bolts 36 are provided for securing the cylinder heads 35 to the top members 25, a suitable gasket 3] being disposed between the cylinder head and top member. A spark plug 38 is provided in each of the topmembers as indicated in Fig.-8.

Slidable within the inner sleeve 22 which constitutes the cylinder wall of each cylinder is a piston 40 that is made up of a skirt portion 4| and a head portion 42, both being of aluminum or similar light weight metal or alloy. The skirt portion 4| is in the form of a pressed-metal cylinder having a closed top end which may be welded or otherwise suitably bonded to the head portion 42.

The closed end portion of the skirt member 4| and the head member 42 are provided with aligned openings 43 for the reception of lug members 44 of piston pin bosses of similar material which are welded or otherwise securely bonded to the head member 42. The piston pin bosses also include annular bearing members 45 in which a piston pin 46 is journaled. An integral radially disposed lug 41 projects from'the center portion of the piston pin 46 and is secured by welding or other suitable expedient to a tubular member 50 of the connecting rod. The piston pin 46 and its integral lug 41 are cored so as to lighten the construction of the elements, the walls of the pin tapering from the interior to the marginal edges thereof. An annular bearing member 5| is permanently secured to the-tubular member 50 and is adapted to engage the crank pin of the engine.

In the above construction, the piston, piston pin and connecting rod form a permanently united assembly which maybe assembled in the cylinder, removed therefrom, or replaced, as a single unit.

The head portion 42 on each piston 48 is provided with a ring groove 52 for the accommodation of a piston ring 53. In this connection it is noted that the engine is designed to rotaw at a speed of approximately 10,000 revolutions per provided in each piston to insure even operation minute in which case, with a reasonably close fit of the pistons within the cylinders, rings are not required to maintain compression within the cylinder. The clearance spaces between the pistons and cylinders constitute fixed orifices, the 5 capacity of which will be exceeded and thus will allow only a relatively small amount of leakage by the pistons when the latter are traveling at a high rate of speed. The single ring 53 is 10 of the motor at or near idling speeds. The use of a single ring for each piston of the engine makes a marked reduction in the amount of force required to actuate the movable parts of the engine. In the conventional engine, with three or 15 four rings for each piston, the friction between the rings and the cylinder wall accounts for approximately 25% of the effort required to operate the movable parts of the engine when the cylinder head is removed. Since each ring exerts pressure on the cylinder walls, the present construction effects a marked reduction in the frictional resistance between fixed and movable parts of the engine. Thus, the mechanical efiiciency of the engine is increased both by the reduction of .the number of rings employed for v, each piston and also by the reduction in the weight and accordingly the reduction in the in- 'case is essentially bell shaped and centrally aper- 40 tured at the forward end thereof for the reception of a crank shaft 60. The crank shaft 3|] is journaled in ball and race type of bearings 62 and 63 mounted in the crank case and arranged adjacent the ends of the crank shaft, the 45 bearing 62 being arranged in an enlargement 64 adjacent the central aperture at the forward end of crank case member 55 and the bearing 63, of considerably larger diameter than 'bearing 62, being mounted in the annular inturned flange 65 at the forward margin of the body member 54 of the crank case. The rear portion of the crank shaft 60 is provided with an enlargement 66 in which is journaled, eccentrically or off-set with respect to the axis of the crank shaft, a 55 spindle 10, which projects rearwardly beyond the end of the crank shaft to provide a crank pin 76. In connection with the anti-friction bearing 63 it will be noted, referring particularly to Fig. 1, that the balls operate in an inner ball race 63 formed directly in the enlarged end portion of the crankshaft, the outer race 63 being formed directly within the crankshaft receiving opening 63 of the transverse crankcase wall bracket member 63 This wall member has an outwardly 65 extending annular flange 63 positioned between the annular crankcase flange 65 and the adjacent end of the end member 55, these parts being appropriately secured together. By machining or grinding the ball races 63 and 63 directly in 70 the crankshaft and wall 63 respectively, I have eliminated the necessity for separate races and a saving in space is also obtained. The crankshaft 60' and spindle 10 extend longitudinally through the wall opening 63 and bearing 63.'

The spindle I is journaled adjacent its rear end by a roller bearing II arranged at .the rear end of the enlarged portion 66 and a ball and race type bearing I2 journaled in the forward end of spindle I0 at the forwardly disposed end of the enlargement 66 of the crank shaft 60. The spindle I0 is maintained in position within the bearings II and I2 by a shoulder I3 which abuts the forward face of the bearing 12 and by. a nut 14 and lock washer 15 secured to the' forward end of spindle I0.

The rearwardly projecting end portion I6 of the spindle I0 forms the engine load-receiving crank pin on which is journaled the annular hearing member 5| connected to a connecting rod member 50, and also journals the annular bearing members 80 and BI on the connecting rods of the remaining cylinders. This crank pin portion I6 projects as a cantilever from one end of said crankshaft into the crankcase body portion 54. Referring also to Figs. 3 and 4,'it will be noted that the annular bearing member 80 is offset forwardly to a slight extent relative to its connecting rod member 50 and that the annular bearing member 8| is offset rearwardly to a slight extent relative to the tubular member 50 of its connecting rod. All of the bearing members 5|, 80 and 8| are directly joumaled on the crank pin 16 which in turn is rotatably journaled relative to the crank shaft 60. The bearing members 80 and 8! together with a rearwardly offset portion of the bearing member 5| are disposed in side-toside relation on the crank pin 16 while the forward edge of bearing member 80 abuts a shoulder 82 on the spindle I0 and the forwardly ofiset portion of the bearing member 5| abuts another shoulder portion 83 at its forward edge. The spindle I0 is centrally cored as indicated at 84, and at the rearward margin is internally threaded as indicated at 85. A plug 86 is received within this threaded portion and abuts the rearward margin of the bearing member 5| to maintain the bearing members 5|, 80 and 8| in assembled relation. The bearing member 5| is slotted as indicated at 90 and 9| partially about its periphery so that any two adjacent connecting rods of the group of three will not come into contact even when the connecting'rods are at the minimum relative angle. It is noted that with the above construction all of the connecting rods bear directly on the engine crank pin and all are of the same length so as to insure uniform compression ratio of all of the cylinders of the engine.

During operation of the engine at high speed, it is noted that the bearing members 5|, 80 and 8| and the crank pin I6 and spindle I0 willexert relatively heavy centrifugal forces on the spindle bearings II and I2, and that the bearing II must carry the major portion of this load. To distribute this load more uniformly between the bearings 1| and 12, a counter-weight 92 is movably mounted in the enlarged portion 66 of the crank shaft and provided with a bearing 93 journaled on the spindle I0. Referring to Figs. 1' and 10, a slot 94 is provided in the enlarged portion 66 of the crank shaft for the accommodation of the counter-weight 82. The slot 94 is radially cut into the enlarged portion 56 in the direction of the axis of the spindle I0 relative to the axis of the crank shaft, indicated at 01, so that the center of gravity of the counter-weight 92, indicated at 96, is diametrically opposite the axis of; the spindle-10 relative to the crank shaft axis. When the crank shaft is rotated at high speed the counter-weight 02 exerts a force in a direction opposite to the force exerted by the spindle I0 so that by providing a slight amount of clearance as indicated at 95 at the end of the counterweight 92 opposite the spindle, the counter-weight may exert a force on the bearing 93 downwardly as indicated in Fig. 10 to counter-act in part the centrifugal force exerted by the spindle. Thus, during rotation the counter-weight 92 exerts a force inwardly on the spindle relative to the crank shaft axis which opposes the centrifugal force exerted by the spindle and also distributes the load caused by the centrifugal forces exerted by the spindle to be more evenly distributed between the bearings H and 12.

For high speed operation of the engine it is desirable that all movable parts of the engine should be as perfectly balanced as is possible. Referring particularly to Figs. 1 and 11, the baldescribed. The masses which would normally cause unbalance of the engine are the crank pin '18v and the elements connected thereto, all of which are eccentric with respect to the axis of ancing of the movable parts of the engine will be the crank shaft 50. During rotation the crank pin and the piston and connecting rod assemblies journaled thereon exert an outwardly directed force relative to the axis of the crank shaft which is applied at the crank pin. This force may in part be counter-balanced by an eccentric mass in the form of a counter-weight I00 integral with the enlarged portion 86 anddisposed diametrically opposite the bearing I I. The counter-weight I00, however, cannot be disposed in the same plane as the forces acting on the crank pin I0 but must lie closer to a mounting of the crank shaft, such as the bearing 63, than does the center of the crank pin 16. The resultant of forces acting on the crank pin may be represented generally by g the arrow I16 of Fig. 11 and this force, together with the force produced by the counter-weight I00, constitutes a couple tending to cause a local deflection of the crank shaft 50. To secure balance of the crank shaft and the parts connected mass of the counter-weight I02 thus lies in the plane containing the axes of the spindle I0 and crankshaft 80. The fly wheel )3 may be keyed to the crank shaft 50 in abutting relation with the enlarged portion 66 and locked in position by a nut I04 and lock washer I05. Thus. the forces acting on the crank pin I5 and represented in Fig. 11 by the arrow I15 and the force produced by the counter-weight I00 and designated by the arrow I00 in Fig. 11 produce a couple tending. to cause a clockwise rotation or deflection of a portion of the shaft 00 at one side of the bearing 63, while the masses IN and I02 exert forces constituting a couple having an equal and opposite effect upon the crankshaft 60 and applied upon the opposite side of the bearing 83. Weights may be added to -or taken from any one or more of the counterweights I00, IN and I02 until the crank shaft and elements connected thereto are dynamically and statically balanced relative to'both of the bearings 63 and 82.

Referring to Figs. 1 and 5 to 8 inclusive, the construction and arrangement of the engine valves and operating means therefor will be described. The body portion 54 of the crank case is provided with a transversely disposed supporting partition H in which a hollow stubshaft III is supported in alignment with the axis of the crankshaft 60. A gear II2, provided with an integral disc of larger diameter than that of the gear is journaled upon this stub-shaft and maintained in position by means of a bolt H4. The disc H3 is provided with slot-like apertures I I5, elongated in a radial direction, one of which is adapted for engagement with a lug I I6 projecting from the plug 86 threaded into the end of the crank pin I6. The gear H2 and disc II3 are given equal rotation with the crank shaft and the slot II 5 permits relative movement other than rotation of either the stub-shaft or crank shaft 60 in the event of deflection of either shaft. Three cam shafts I20 are journaled in the sup porting. partition H0 and end member 56 and each cam shaft is provided with a gear I2] arranged in equidistant and equiangular position relative to the axis of the stub-shaft III and crank shaft 60. The gears I2I are each of a diameter twice that of gear H2 and spaced from each other. All of the gears I2I mesh with the gear II2 so that each of the cam shafts I20 receives equal rotation in the same direction at onehalf the speed of the crank shaft 60. The arrangement of the shafts in the crank case is such that a line between the axes of two adjacent shafts will be bisected by a line normal thereto and passing through the axis of a' valve operating shaft I23 journaled between the cylinder head 34 and the top member 25 of a cylinder 2|. Each shaft I 20 has four cams I24 secured thereto against relative rotation. The cams I24 are arranged in pairs on the shaft I20, one pair of cams being adapted to operate the intake and exhaust valves of one cylinder while cooperating with a pair of cams on the next adjacent shaft and the other pair of cams is adapted to cooperate with a pair of cams on the third shaft to operate the intake and exhaust valves of another cylinder. Each valve operating shaft I23 has an arm I25 fixed thereto which supports at the outer end thereof a valve I26. The valves I26 form the exhaust valves for the engine cylinders and each cooperates with a valve seat insert I21 provided in the upper portion of the top members 25. Thus the valves I26 cooperate with the valve seat insert I21 to close the'exhaust passages I30 provided in the cylinder head 34. Each valve operating shaft I23 is also provided with an operating arm I3I upon the free end of which is disposed a roll I32 adapted to cooperate with the cams I24 fixed to the cam shafts I20. Each cam upon the shafts I 20 cooperates with a suitably shaped cam provided upon an adjacent shaft so that both cams remain in contact with roll I32 at all times. These cams are so shaped that when the cam on one shaft begins to lift the roll I32 the cam surface of the cam on the other shaft allows the roll I32 to approach the axis of the latter shaft.

In the construction shown in Fig. 7, the cams which open the valves I 26 are in the general form of an involute tooth and the cams which close the valves I26 and cooperate with the first-mentioned cams are essentially circular in outline with a wedge shaped portion removed therefrom. The cam operating shafts I23 are journaled in aligned recesses I34 and I35 provided in the contacting faces of the cylinder heads 34 and top portions 25, respectively. The recesses I35 are enlarged as indicated at I36 for the reception of a sleeve I 3I-to which is fixed an operating arm I39 for an intake valve I 38. The operating shafts 5' I23 and I31 are telescoped one within the other so that one forms a bearing for the other shaft while additional bearings for these operating shafts are provided by the cylinder heads 34 and top portion 25 of the cylinders. The operating arms I25 and I39 may be provided with annular shoulder portions I4I which cooperate with correspondingly shaped recesses I42 in the cylinder heads and cylinder top members to prevent axial displacement of the valve operating shafts. An operating arm I43 .is fixed to the valve operating sleeve I31 and the free end of this terminates in a roll I32 as previously described. The cylinder top members 25 and cylinder heads 34 may be provided with complementary extension membars I45 adjacent the ends of the recesses I34 and I35 to provide outboard bearings for the longer operating shafts I23and I3'I. The bosses I45 will be different lengths for two of the cylinders and the third cylinder will not require an outboard bearing. As will be noted in Figs. 1 and 8 the forwardly disposed pair of cams I24 shown in Fig. 1 cooperates with a pair of cams on another shaft I20 to operate the valve means for the cylinder shown in Fig. 1, the valve operating arms I43 and I 3| being mounted on the shafts I23 and I3? at points adjacent the side of the cylinder head 34 indicated in Fig. 1. The valves of another cylinder require shafts of a length indicated in full line in Fig. 8 and the operating arms therefore cooperate with the pair of cams I24 shown in the rearmost position in Fig. l. The cams for operating the valves of the remaining cylinder are not shown in Fig. l but are mounted on the two remaining cam shafts I20 and occupy the intermediate position between the pairs of cams shown on the cam shaft I20. In the case of the last-mentioned cylinder the valve shafts will be of an intermediate length and the extension members I45 will terminate at a point indicated by the dot-and-dash line I46 of Fig. 8. C'asing members I48 cover the cored out openings 58 in the crank shaft body portion 54 and also cover the valve operatingarms I3I and I43. These casing members may be attached to the crank case supporting member 54 by screws I49 as indicated in Fig. 6.

As indicated in Fig. 1, a distributor I50 may be provided upon the end of the cover member 56 of the crank case and operated by one of the cam shafts I20. The distributor may comprise a rotor I5I secured to shaft I20 and a removable cover member I52 provided with radially disposed spark plug lead I53 and power lead socket I54. The socket I54 is connected to a rotary brush I56 by a spring I51 and contact elements I58. The cover member I52 may be manually and/or rotatably mounted on the end member 54 to adjust the timing of the ignition as desired. 65

Referring to Fig. 9, a modified form of valve and operating means therefor is disclosed comprising a valve member I 60 having a seating por,-- tion I6I adapted to engage a valve seat insert I21 and a second seating portion I62 adapted to 70 eng e a beveled head member I63 secured to or forming an integral part ofa valve operating arm I25. A backing ring I65 may be welded or otherwise secured to the operating arm I 25 to retain the valve member I60 in position with the desired amount of play relative to the valve operating arm.

Referring to Figs. 12 and 13, a modified form of valve and valve operating mechanism is disclosed. In this embodiment the top member 25' of the cylinder is provided with an upper surface 33 which is square with the cylinder and a cylinder head 34 is secured thereto. A poppet .valve I26 is provided with a hollow stem I'll which is internally threaded to receive the lug I12 of a guide means 111. A look nut I18 may be provided to maintain the lug I12 and stem I'll in locked adjustment. A valve guide 180 is provided to slidably receive a stem I'M. A slide member H6 is pivotally connected to the end of operating armand slidably received within the guide Ill. The operating arm "5 is secured to a valve operating shaft I23 or 131 to which are also secured operating arms l3! and I43 extending to the valve operating cams as in the prior embodiment. The cam members I24 in the present embodiment are again shaped so as to afford positive opening and closing operations of the valve 126'. In this instance the cam for opening the valve I26 is essentially wedge shaped, while the cam employed for closing the valve I26 is of circular outline with an arcuate portion removed therefrom. The outlines of the cams 124' are so shaped that as one cam is lifting the'operating arm I31 or I43 the other cam member allows such lifting movement while maintaining the cam surfaces of both cams in contact with the end of the operating arm.

While I have illustrated and described my invention in connection with improvements in internal combustion engines, I desire to point out that many of the features of my invention are obviously adaptable to advantage in other generally analogous devices such as pumps, compressors, and the like. My novel crankshaft and associated parts, for example, are obviously adaptable for use wherever it is desired to transfer reciprocating forces to rotary motion or vice versa.

My piston and connectin rod structure now forms the subject matter of my copending application Serial No. 726,487 filed May 19, 1934; my valve driving lever mechanism is claimed in my copending application Serial 1370126 488; my connecting rod assembly is claimed in my copending application Serial No. 730,433 filed June 13, 1934; my valveshaft mechanism is claimed in my copending application Serial No. 733,199 filed June 30, 1934; and my cylinder and cylinder head structures are claimed in my copending application Serial No. 733,201 filed June 30, 1934. Each of these copending applications is a division of the subject application which is particularly directed to my novel crankshaft structure and associated parts.

As many changes could be made in the above construction and many apparently widely different embodiments of this invention could be made without departing from the scope thereof, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

What I claim is:

1. In an internal combustion engine having a crank case, a crank shaft having an enlarged end portion, spaced forward and rearward bearings in said crankcase for journaling said crank shaft intermediate its ends in said crank case, a spindle eccentrically journaled on said crank shaft, with an end of the spindle projecting beyond the first said end of the crank shaft to provide a loadreceiving crank pin, a part of the enlarged end portion of said crank shaft constituting an eccentric mass diametrically opposed to said spindle and arranged intermediate the projecting end of the spindle and one of said bearings adjacent thereto another portion of said enlarged end portion of the crank shaft constituting an eccentric mass diametrically opposed to said spindle and arranged intermediate said bearings and in axial alignment with said first-named eccentric mass, and a third eccentric mass disposed intermediate said second named mass and the other of said bearings and opposed to said second named mass, whereby said second and third named eccentric masses exert forces which constitute a couple causing an equal and opposite effect on the crank shaft with respect to a couple resulting from forces produced by the first-named eccentric mass and the crank pin portion of said spindle.

2. In an internal combustion engine having a crank case, a. crankshaft, an eccentrically arranged crank pin secured to an end of said crankshaft and adapted to journal piston and connecting rod assemblies, spaced bearings insaid crank case for journaling said crankshaft therein, one of said bearings being disposed adjacent said crank pin and the other being disposed remote from said crank pin, a pair of counter-weights arranged on said crankshaft with the centers of gravity thereof diametrically opposed to said crank pin and on opposite sides of the bearing disposed adjacent said crank pin, and a third counter-weight arranged intermediate the bearing disposed remote from the crank pin and said pair of counter-weights, said third counter-weight being arranged with its center of gravity lying in the plane containing the axes of the crankshaft and crank pin.

3. In an internal combustion engine having a crank case, a crankshaft journaled in said crank case, a spindle, axially spaced bearings eccentrically arranged on said crankshaft and journaling said spindle therein, with one end of said spindle projecting outside said bearings and beyond an end of said crankshaft, another bearing on said spindle intermediate said first-named bearings, and a mass rotatably supported by said last named bearing and arranged with its center of gravity eccentric with respect to the axis of said crankshaft and diametrically opposed to said spindle. I

4. In an internal combustion engine having a crank case, a crank shaft rotatably mounted in said crank case and having spaced axially aligned bearings eccentrically located with respect to the axis of said crank shaft, a spindle journaled in said bearings and having a crank pin portion extending beyond an end of said crank shaft, and a weight journaled on said spindle between said bearings.

5. In a device of the character described a crankcase structure, a rotatable crankshaft, a spindle eccentrically carried by said crankshaft and journaled therein for rotation relatively thereto, a bearing for said crankshaft in said crankcase structure, and a pair of bearings for said spindle, said crankshaft bearing lying between said pair of bearings in a direction longitudinally of said crankshaft.

6. In a device of the character described, a crankcase structure, a rotatable crankshaft, a spindle eccentrically carried by said crankshaft crankshaft for journaling the crankshaft in said crankcase structure, and bearings spaced longitudinally of said crankshaft for journaling the spindle in said crankshaft one of said crankshaft and spindle bearings being respectively disposed substantially at opposite ends of said crankshaft.

8. In a motion transmitting device having a crankcase structure, a rotatable crankshaft, a spindle eccentrically carried by said crankshaft and journaled therein for rotation relatively thereto, bearings spaced longitudinally of the crankshaft for journaling the crankshaft in said crankcase structure, and bearings spaced longitudinally of said crankshaft for journaling the spindle in said crankshaft, one of said crankshaft bearings lying intermediate said spindle bearings.

9. In a motion transmitting device having a crankcase structure, a rotatable crankshaft, a spindle eccentrically carried by said crankshaft and journaled therein for rotation relatively thereto, said spindle having a cantilever crank pin portion projecting beyond said crankshaft, anti-friction bearings spaced longitudinally of the crankshaft for journaling the crankshaft in said crankcase structure, and anti-friction bearings spaced longitudinally of said crankshaft for journaling the spindle in said crankshaft, one of said crankshaft bearings encircling said spindle between said spindle bearings.

10. In a motion transmitting device having a crankcase structure, a rotatable crankshaft, a spindle eccentrically carried by said crankshaft and journaled therein for rotation relatively thereto, said spindle having a cantilever crank pin portion projecting beyond said crankshaft,

anti-friction bearings spaced longitudinally ofthe crankshaft for journaling the crankshaft in said crankcase structure, and anti-friction bearings spaced longitudinally of said crankshaft for journaling the spindle in said crankshaft, one of said crankshaft bearings lying intermediate said spindle bearings.

11. In a motion transmitting device having a crankcase structure, a crankshaft journaled in said crankcase structure, a spindle eccentrically mounted in said crankshaft and having a load receiving crank'pin, and means for opposing the centrifugal force acting on said spindle, said means acting directly on said spindle.

12. In a motion transmitting device having a crankcase structure, a crankshaft journaled in said crankcase structure, a crank pin eccentrically carried by said crankshaft, counterweighting means carried by said crankshaft and lying to one side of the crankshaft axis opposite to the side thereof occupied by said crank pin, said counterweighting means producing a couple acting on said crankshaft in its longitudinal direction, and counterbalancing means rotatable with said crankshaft and cooperating with said counterweighting means to oppose and substantially neutralize the effect of said couple.

13. In a motion transmitting device having a crankcase structure, a crankshaft journaled in said crankcase structure, a crank pin having its axis parallel to the crankshaft axis and ofiset therefrom, said crank pin having a load-receiving cantilever portion projecting beyond one end of said crankshaft, counterweighting means carried by said crankshaft and lying to one side of the crankshaft axis opposite to the side thereof occupied by said crank pin, said counterweighting means producing a couple acting on said crankshaft in its longitudinal direction, and counterbalancing means rotatable with said crankshaft and cooperating with said counterweighting means to oppose and substantially neutralize the effect of said couple.

14. In a motion transmitting device having a crankcase body member, a transversely extending bracket associated with said body member and provided with an opening, a. crankshaft extending through said opening, complementary races formed in said crankshaft and said bracket opening, anti-friction bearing elements operating in said races for journaling the crankshaft in said bracket opening, and a crank pin carried by said crankshaft and projecting through the bearing formed by said races and bearing elements.

15. In a motion transmitting device having a crankcase body member, a transversely extending bracket associated with said body member and provided with an opening, a crankshaft extending through said opening, complementary races formed in said crankshaft and said bracket opening, anti-friction bearing elements operating in said races for journaling the crankshaft in said bracket opening, a crank pin carried by said crankshaft and projecting through the bearing formed by said races and bearing elements, and means for journaling said crank pin forwardly and rearwardly of said bearing for rotation relatively to said crankshaft.

16. In a motion transmitting device having a crankcase body member, a transversely extending bracket associated with said body member and provided with an opening, a crankshaft extending through said opening, complementary races formed in said crankshaft and said bracket opening, anti-friction bearing elements operating. in said races for journaling the crankshaft in said bracket opening, a crank pin carried by saidcrankshaft and projecting through the bearing formed by said races and bearing elements, said bracket having an annular flange engaging said crankcase body member, and an end crankcase member housing one end of said crankshaft and engaging said bracket flange.

17. In a device of the. character described having a supporting structure, a rotatable crankshaft journalled in said structure, a spindle having a cantilever crank pin portion projecting beyond one end of said crankshaft, means for eccentrically supporting said spindle in said crankshaft, said crankshaft having a counterweight disposed eccentrically in a direction opposite to that of said spindle, and counterweight means rotating with said crankshaft and acting on said spindle substantially independently of said crankshaft counterweight.

18. In a machine of the character described having a support, a crankshaft rotatably jour-- nailed in said support, a spindle having a load receiving crankpin, spaced bearings eccentrically mounting said spindle in said support, and means acting on said spindle for distributing the load between said bearings, said load distributing means comprising a counterweight operably connected to said spindle.

19. In a device of the character described having a crankcase structure disposed centrally thereof, a crankshaft rotatably journalled in said crankcase structure and disposed at one end of the device, a spindle eccentrically carried by said crankshaft and having a load receiving cantilever crank pin portion projecting beyond one end of said crankshaft, counterweighting means carried by said crankshaft and lying to oneside of the crankshaft axis opposite to the side thereof oc-= cupied by said crank pin, said counterweighting means producing a couple acting on said crankshaftin its longitudinal direction, and a flywheel carried by said crankshaft adjacent the other end thereof, said flywheel having a counterweight co-operating with said counterweighting means to produce a couple acting on said crankshaft in opposition to the first said couple.

20. In an internal combustion engine of the 'radial type having a crankcase structure disposed centrally thereof, a crankshaft rotatably journalled in said crankcase structure and disposed at oneend of the engine, a spindle eccentrically carried by said crankshaft and having a load re ceiving cantilever crank pin portion projecting beyond one end of said crankshaft, counterweighting means carried by said crankshaft and lying to one side of the crankshaft axis opposite to the side thereof occupied by said crank pin, said counterweighting means producing a couple acting on said crankshaft in its longitudinal direction, a flywheel carried by said crankshaft adjacent the other end thereof, said flywheel having a counterweight cooperating with said counterweighting means to produce a couple acting on said crankshaft in opposition to the first said couple, and bearings carried by the crankcase structure for journalling said crankshaft, one of said bearings being disposed beyond said flywheel in a direction toward the last said end of said crankshaft, another of said bearings being disposed adjacent the first said end of said crankshaft.

21. In an internal combustion engine of the radial type having a crankcase structure disposed centrally thereof, a crankshaft rotatably journalled in said crankcase structure and disposed at one end of the engine, a spindle eccentrically carried by said crankshaft and having a load receiving cantilever crank pin portion projecting beyond one end of said crankshaft, counterweighting means carried by said crankshaft and lying to one side of the crankshaft axis opposite to the side thereof occupied by said crank pin, said counterweighting means producing a couple acting on said crankshaft in its longitudinal direction, a flywheel carried by said crankshaft ad= jacent the other end thereof, said flywheel having a counterweight cooperating with said counterweighting means to produce a couple acting on said crankshaft in opposition to the first said couple, and bearings carried by the crankcase structure for journalling said crankshaft, one of said bearings being disposed beyond said flywheel in a direction toward the last said end of said crankshaft, another of said bearings being disposed adjacent the first said end of said crankshaft, said counterweighting means comprising masses respectively disposed at each side of the last said bearing in the longitudinal direction of said crankshaft.

ROGER K. LEE. 

